2018 Nissan Pathfinder SUV

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Down payment will vary with APR and credit. For example, 0.0% APR with $2,500 down payment provides for 60 monthly payments of $16.67 per $1000 financed for qualified buyers. 0.0% APR for a term of 24 months corresponds to a monthly cost of $41.67 per $1000 financed.
0.0% APR for a term of 36 months corresponds to a monthly cost of $27.78 per $1000 financed.
0.0% APR for a term of 39 months corresponds to a monthly cost of $25.64 per $1000 financed.
0.0% APR for a term of 42 months corresponds to a monthly cost of $23.81 per $1000 financed.
0.0% APR for a term of 48 months corresponds to a monthly cost of $20.83 per $1000 financed. The rates described are for estimation purposes only; you may not be able to finance at this rate.

Reviews

Driving Impression

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The continuously variable transmission (CVT) uses Nissan’s D-Step shift logic, to mimic the distinct shifts of an automatic transmission; it works, to remove most of the high revving of a CVT, but it still drones a bit. And sometimes it’s slow to respond. When the V6 has been running casually for a while, and you suddenly need power, the CVT delays the delivery. The strong V6 must hate being stifled, all that torque going to waste.

The 3.5-liter V6, new with the latest technology last year, is quite quick for what it is, with a zero to sixty time of less than seven seconds.

The suspension is fairly firm, significantly stiffened for 2017. The ride is still comfortable; you can feel the bumps, but it’s not harsh. And the handling controlled, with hydraulic-electric power steering that’s fairly quick, well-weighted, and has decent on-center feel.

The Pathfinder is lighter than you expect it to be, given its size and appearance, so you can pitch it back and forth on choppy roads, and it won’t freak out like its heavier rivals. But first check the tires; the low-rolling-resistance tires on some models, both 18-inch and 20-inch, don’t have the grip that the chassis can handle.

There’s some torque steer in front-wheel-drive models, but not in the all-wheel-drive versions, which send most of the power to the front wheels until it’s needed in back for traction or stability. The driver can select front-wheel drive only, maximizing fuel efficiency, or a locked all-wheel-drive mode to distribute power equally front and rear. Meanwhile, the system moves power from side to side, as needed.

The Pathfinder has less ground clearance than a Subaru Outback (whose CVT is the best), but it handles ruts with stability, while the locking center differential provides more traction offroad than most rivals.

Walk Around

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The nose and tail are both blocky, to make the Pathfinder look more like a truck; the similar-sized Murano is the Nissan crossover that looks like a crossover (if not a space ship). On the truck-like Pathfinder, a bold chrome grille completes the disguise.

The overall lines go back to crossing over, with a long hood, raked windshield, flowing side creases with chrome touches, and upswept third window. The shapes, angles, and directions somehow make the Pathfinder look smaller than it is. You have to stand up against it to appreciate its enormity, mid-size or not.

Interior Overview

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The cabin stays true to the incongruous styling, where a glossy dashboard meets the soft matte material on the door panels. The plastics are hard and fabrics are unremarkable. The Pathfinder finds some influence from its elegant sibling the Infiniti, but not here.

The touchscreen is hard to clean, with its pinch and swipe control on tile icons, part of the NissanConnect infotainment system and its connectivity. There are two interior colors, Charcoal and Almond.

The Pathfinder does a good job of balancing comfort, access, space and storage. There is a lot of elbow room, cupholders in the door pockets and center console along with two big trays, map pockets on the front seatbacks, no less than three bottle holders in each rear door, and cupholders on each side of the third row.

The comfortable front seats have good back support but little side bolstering, while the driver has a lot of adjustment. Our seat time included a long trip on the highway, and we have no complaints. The lack of bolstering doesn’t do a thing for cornering, but the Pathfinder isn’t a vehicle to be tossed around anyhow.

The bench seat in the second row slides back and forth 5.5 inches for legroom, as long as there’s no one in the third row. It slides and folds to gain access to the third row, with a feature called Latch and Glide that allows child seats to stay in place even while the seat partially collapses. But not if a child is in it. The little ones will have to climb out, for the bigger kids to get in the third row.

The second row is not so comfortable, because the rear seat has a leaned-back, legs-splayed seating position. It’s the compromise for its folding capability, to improve third-row access.

The optional third row is roomier than most, with short, flat cushions that sit quite low, providing headroom enough for early teens but not fully grown people. It actually rakes back a bit.

With all the seats up, the Pathfinder has only 16 cubic feet behind the third row. With both rows folded, there is a solid 80 cubic feet of cargo space, still nothing like the massive 116 cubic feet in Chevrolet Traverse, but that’s a full-size SUV.

The Pathfinder keeps away vibrations and road noise better than some others in the class.

Summary

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Good ride, even better handling, great V6, 22 mpg with awd. CVT not as smooth as an automatic. Third row more useful than other mid-size crossovers. A million bins and cupholders. Super safe. Blocky styling makes it look like a truck. Perfect for a family with four kids and a pet.

Sam Moses contributed to this review, with staff reports.

Model Lineup

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2018 Pathfinder models include S with front-wheel drive ($30,790) or all-wheel drive ($32,480), SV, SL, and Platinum. (Prices are MSRP and do not include destination charge.)